Fluid-pressure brake apparatus.



PATEN'I'ED JUNE 30, 1903.

. J. REIOHMANN.

FLUID PRESSURE BRAKE APPARATUS.

APPLICATION PILEDAUG. 18, 1902.

5 SHEETS-SHEET 1- NO MODEL.

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PATENTED JU NEYB O, 1903.

-5 BHBETE-SHEfif 2.

-J. VREIGHMA'NN. FLUID PEEssUEE BRAKE APPARATUS;

APPLICATION FILED AUG. 18, 1902.

H0 MODEL.

6 1 m2 m h 0 PATENTED JUNE so, 1903.

J. REIGHMANN.

,- FLUID PRESSURE BRAKE APPARATUS.

APPLICATION FILED AUG. 18, 1902.

N0 MODEL.

No. 732,375. PATENTBD JUNE 30, 1903-.

'J. REIGHMANN. I FLUIIk-PRESSURE BRAKE APPARATUS.

APPLICATION FILED AUG. 18, 1902. N0 MODEL. I '5 SHEETS-SHEET}- wieg PATENTED JUNE 30, 1903.

a SHEETS-SEEM 5.

A A jfzz/eiz%71' Aide 29% figaz'Zrzzmiz A M 1 A |||li 1m:

llllllllll A J. REIGHMANN.

FLUID PRESSURE BRAKE APPARATUS.

APPLICATION FILED AUG. 18, 1902.

N0 MODEL.

UNITED STATES PATENT Patented June 30, 1903.

OFF CE.-

FLUID-PRE SSU RE BRAKE APPARATUS.

SPECIFICATION forming part Letters Patent No. 732,375 dated June 30, 1903. Application filed August 18, 1902. strains 120,025. (No model.)

To all whom it may concern..- 3 Be it known that I, JOSEPH REICHMANN, a citizen of the United States, residing atRiver Forest, in the county of Cook and State of Illi- 'nois, have invented a new and useful Improve ment in Fluid-Pressure Brake Appar-atus,-of

.which the following is a'specification.

' The'primary object'of my invention is to provide'a novel construction of'flnid-pressur'e brakej apparatus which shall adapt it. to be used at will asan automaticbrakeor a. non automatic brake by manipulatingthe engi=v -neers brake-valve to charge the brake-cyI-i'n ders with compressed air'from the auxiliary reservoir or from the main reservoir to apply the brakes.

Referring to the accompanying drawings, Figure 1 is-a longitudinalvertical section of the triple valve; Fig. 2, a section taken feltith e line 2 on Fig. :3 and viewedin the direction of the arrow; Fig, 3, ailongitudinal horizi'ontal section of the casingof the triple valve Fig. 4,a broken section taken at the line 4 o I Fig. 3 andviewed in the direction of the ai'row; Fig. 5, a section taken at the line 5 on", ig. 3

' and viewed in the direction of the arrow; Fig.

6, a section taken at the line 6 on Fig.3 and viewed in the direction of the arrow; Fig. 7, a section taken at the line 8 on Fig. 3 and viewed in thedirection of the arrow; Fig. 8, a section taken at the line 7 on Fig. 3 and viewed in the direction of the arrow; Fig. 9, a plan View, partly broken, showing the triple valve in elevation and the brake-cylinder and auxiliary reservoir in section; Fig. 1 0, a

broken plan view showing .the engineers valve and the main reservoir, Fig. 11, a top plan view of an auxiliary valve; Fig. 12, a cross-section of the same; Fig. 13, a broken longitudinal vertical, section of the triplev valve; Fig. 14, a similar view of the same, but showing the valve in a differentposition; Fig. 15, a vertical section of the engineers valve,

and Fig. 16 a horizontal section ofthe same.

The triple valve iscoinposed of the slidevalve chamber in the casing A, the cylinders A and P, the slide-valve seat B,--the cylinderhead P, and the chamber E, and it contains,

as usual, ports and passages communicating with the train pipe, the brake-cylinder the auxiliaryreservoi r, and the atmosphereij- The Inection with the train-pipeV, thepassage L for pipe connectionwith the brake'cylinder U, the passages 1 and 8, and the branch. K, at which latter to connect the slide-valve ch'arn ber'with .the auxiliaryzreservoir Q. The cylindex- A is formed in one piece' with the easin-gfor; chamberA and contains a bushingfi, provided with ports 7 ands, which register, respectively, with'the passage 17 and-the ex tensionof the passage 1 inthe cylinder-wall,

whereby the'port 7 leads immediately into theslideval-ve chain her and the port 9 opens into the passage 1. The valve-seat B containsthe poi-t3, opening into a passage -L, Fig. 3, the' port- 4 opening into the exhaust-passage (indicated by dotted lines in Fig.3) which leads directly to the atmosphere and the passage 1.

The piston G, which is suitably packed and is provided with thestem N,-movesffreely inthe cylinder A and controls the ports 9 and 7.

On the stem N, which is guided by thechambet E, are provided the collars O and O' andthe shoulder 0?. I

D is the slide-valve between the collars O 0, whose downward-projecting portions ex-- tend into the, path ot the valve and afford abutments, by which it is shifted, and it contains the port 2 and the cavities 5 and 6', and it controls the ports 3 and 4 by the motion of the piston G, its movement being limited by a pin g. The valve D is also,prov'ided with an auxiliary-valve D between the collarv O and shoulder Q to move with thestem N for opening and closing the port 2.

The head P, which is bolted to'the cylindenA, has formed upon it the cylinder P and a valve device Z and carries a stuifingbox P ,-and a passage 8 leads through the cylinders P and A and in the casing A to the passage L. vided with an internal bushing, as shown, is closed at one end by the screw-plug P and contains a suitably-packed piston F, a'dapted toslide freely in the cylinder and provided with a stem F, passingthrough the stuffingbe; P into the cylinder A to any desired distance. The chamber of the valve Z. is closed at one end by'a hollow screw-.plug P forming a housing for the spring P and a guidefor the stem P surrounded by and confining the spring to cause it to hold the valve a casing A contains the passage J for pipe conyieldingly against its seat, this valve controb The cylinder P, which is pro l is guided.

ling the passage 1,

:the spring P" Yvalve E extends in tothe chamber of valve sion. of the spring the brake-cylinder, be substituted-for the spring Pf.

Figall and 12 ofithe-drawings show means for adjusting the valve-Z to 'charge'thebrake 'cylihder's'with a form pressure in the the main reservoir.

shown, to engage for locking sion adjustment of thespring.

indicating scale."

' The chamber E, bolted to the. opposite endof the casing A, has formed in one piece with it a cylinder E, containingachamber'f orthej valves E and E seating to'be provided in said chamber. der-E' contains a piston E to slide freely in the bushing stem of the valve E,

the path of the piston E therein.

a housing for a spring is thus confined to hold the -valve E piston E therein through a passage 1L.- cylinder E piston E with the auxiliary a passage J the passage sage L into. the brake-cylinder U.

The engineers valve, the plug R-in the shell R V and Vflhaving suitable, pipe connections and registering with ports in the shell, as

usual. sented in Fig. 15 air-pressure as shownin Fig. ,5, to admit air-pressure -from the port 9 into the Z below the valve, the ten- P being adjusted to J attain the desired reduction of airspressure in v Obviously'a, weight may,

varying pressure from annitrain-pipe supplied from A stelnP passes through the stutfing-box .1. 'and'forms the housingfor and the guide for the stem P "and it is-screW-thre'aded, so that by turning; the stem, through the n 1etlium"of' its handwheel P the tension of the spring may be? adjusted as'desired and the-communication between the main reservoir cylinder may be'entirely shut otfL The wheel P is provided with peripheral notches, as itwith a spring P which may be readily disengaged when it"- is desired to-turnthe wheel for effecting ten- These notches may, if desired,.be'rnarked with a pressure and the" brakein bushings shown, fTh'e' cylin-; suitably packed provided in the 1 cylinder, Fig- 2, which is closed at one-end by a screw-plug a, in which the piston-stem The chamber'E is also closed by a screw-plug a,'containing guide for the and the stem of the cylinder E and into A Screw plug E also closes the chamber E and forms E and a guide for the stern E surrounded by the sprinugwhichyieldingly against its seat. Thecham'ber E com- .Fig. 15, comprising and provided with the operating-handleR contains the ports In the position of the valve reprefrom the main' reservoir T, Fig. 10, passes through the port V into thetrain-pipe V; but by turning the handle from the position indicated at .r 'on' Fig. 1G to the position indicated at I/ on the same figure-that is, through an arc of ninety degl-ee'sthe' is closedjand th'e'j'po'rt the atmosphere.,

The iinain reservoir Ii-the auxiiiary' resere voir Q ,-and the brakecylinder U are of; usual time positions-on the locomotiveand car. The. pipe-Vi leads from the main reservoir to tht .;:with .thetrain-pipe .V,;extending throughout at itsrear 'errdj and communicatingvwith the shown) connected -with the pipe V and released. By .admitting air-pressure from der' A."'..through. 'the "passage J and. passes throug'hthe 'port'- 7'into the cha'mber'Aan'd throughfthe branch K into the reservoir Q.

through-the valve R sure in the chamber A to cause movement of the the valves- D, and'D tothe'position's in which the cylinder P, ahdby its consequentexpansion the pressure in the. "reservoir Q is reduced'and that in the cylinders-U andP. is increased and-acts against the piston F. and,

v with the reduced pressure inthe train-pipe, forcesthe piston G toits position of -closing the port 9., and the-valve D is also shifted,

and the port 2 is closed, whereby the pressure on opposite sides of the piston G isequalized, causing it to remain stationaryin the neutral position. By discharging air-pressure from the main reservoir T into the pipe V through the valve R the piston neutral position to the position inwhich it is represented in Fig. 14, wherein the port 9 is open, the valve D remaining stationary, and the air-pressure supplied from the inain reservoir passes through port 9, opens the valve Z, and passes through the passage 1, cavity 5,, port 3, and passage-L into the brake-cylinder U. The air-pressure in the.train-pipeusual air-compressor (notshown) and connects the trainin'the usualmanner','b'ei;ng closed 8o triple valve on'each car throughithe pipe jJ;

secured, like .the engineers valve, ina posi-' is connected'by' the reservoir T through the valve R into thetrain-pipe the air-pressure enters the cylin--;

. "lo a'pplythe brakes, the air is dischargedto reduce the-air-pres- I in-th-eztrain-pipe and thereby redu'ceit G is forced. from the.

.Vis" e'petied, whereby air-pressure -froin the train-pipe.will iescape through the port V to 7c 'co'nstruct-ionvand"arerseeured intheir respec} p'ipe'alsocomrnunicates with a pressure-gage is in theyconditiou ,in-which' the'brakes' are rod piston G-, 'that;will close the port -7-andsh-it't' they are represented-in'Fig. '13-, and t-hepis-t cation between the auxiliary reservoir Q and rm .Q passes through'theport 2, the "cavity -5, port 3, and. the passage-L into the cylinder U and through the" passage8- into indicated by the pressure'-gage--is governed by the valve R, so that the triple valve may be retained in the position illustrated in Fig. 14, wherein communication between the main reservoir and'cylinders U and P is open, and a quantity of air-pressure may be discharged from the main reservoir-into the train-pipe to produce and retain the pressure'desired in i the brake-cylinder, whereby, with the valve Z equally adjusted, as shown in Fig. 5, all

the brake-cylinders will be charged with uni-- form pressure from the main reservoir by iliary reservoir Q. The port land the com munication with the main reservoir remain open, but the air-pressure admitted through the port 9 is stopped in its courseto the cylin- Iders Uand P by the valve Z, owingto the force required to open that valve against the resist.- ance of the spring P and the brake-cylinder pressure above the valve, and'thufs increase is I prevented of the pressure inthese cylinders.

' release the brakes.

By a sulfici-ent reductionof the pressure in the train-pipe the triple valve is brought to and retained in the condition in which communication isopen between the reservoir Q and thecylinderU. By again restoring the pressure in the train-pipe to bring the triple valve to the condition represented in Fig. 1

the air-pressure from the cylinders U and P will escape through the port 3, cavity '6,and

port 4 andthrough the independent'passage leading directlyintothe atmosphere, and thus For'the service application of the brakesthe brake cylinders maybe charged at will with air-pressure from the auxiliary reservoirs or from the mai'n reser-- voir, and the supply of air-pressure from the main reservoir tothe brake-cylinders may be retained until it i'sdesired to release the For the emergency applicationof the brakes the brake-cylinders arejcharged with air-pressure from the auxiliary reser-.

brakes.

voir. By reducing the pressure in the train:

pipe the pressure above the piston E is also reduced and that piston is forced. upward by the superior air-pressure from the "reservoir Q acting below the piston and opens the valve; E against the resisting force of thespring E The valve 1) is in the position shown in Fig.

13, and the air-pressure from the passage J will open the valve-E and flow through the passages J and the cavity 5 of valve D,--theport 3, and the passage L into the cylinders U and P. The valve FP-closes at the instant that the pressure equalizes on its opposite sides and prevents a return flow of the air-.

I berE and the brakes-c valve D in its posi-tion; Fig

pressure. The valve E williclose by restoring-the air-press'ure'in the trainE-pipe,and thus above the piston. When'thebrake is rel'eased,communication bet-ween the cham- *linder is'closed bythe port 3.and the;pass.ag.esr iliary device remainsiiiert f-during' "opera tion of the triple. valve'u'ntil the pressure in. the train-pipe is so reduced a's' *ro'di ce-a, sufiicient ditference between t ton E the tension olf thegspringl being ad justed-to control as. desired the'cliarge of airai s-P ne pressure and that'inthe reservotrQtocause the spring E to yield to th'ejforceof; the pispressure from the train-pipe" into the..-brakej cylinder relative to time and quantity.

In Figs. 1, 3,-and 6 I showa sligh-tlyemodified construction of'the triple valyegv A passage J (indicated. byfgdottedlines) aifords communication between, the passages J and 1. By this arrangement. airepressure fromthe reservoir-T isadmitted through the passage J 3 into the'passage 1 and into the chamber Zfbelow theyalve therein, and by opening the valve -Z' .again'st the resistance of the sp rin gq-R the,tlovs'rwill be through the passage 1, cavityf5, port}, and. passage L into the brake-cylindefl-f, The port '9 in thebu'shing 0 within theicylinderA would thus beomitted; but the port j2fwould-flbe retainedfand controlled bythej'valve D"to-charge the brakecylinder frbm'.the-.greservoir Q, as hereinbefore explainedi Thefpisto'n F may also then be omitted'and the brakes released under a pressure -i nthe train-pipe V" superior to that in themeseriioirr-Q; Y

' From'the foregoing description of the mechanism it will be apparent that by reducing the train-pipe' pressurethe apparatus will act as anautouiatic brake and charge the brake-cylinders with air from the auxiliary reservoirs for servipe and emergency application in conjunction with the quick-acting triple valves at present in, use. By theautomatic brake systern communication between the train-pipe, the main reservoir, and the air-compressor is 3 cut oft by the engineers valve, thereby proventingrecharging of the an xiliary reservoirs until-the .brakesare released, during which time no air-pressure can be charged-into the brake-cylinders to check the speed of a train on thedowngrade; but by opening "communication between the mainreservoir and the train-pipe through the engineers valve my improved apparatus acts as a non-automatic brake, since the'brake-cylinders are charged with air-pressure. from the main reservoir,

with which theyare in direct communication. As the supplyof airtromthe main reservoir is controlled through'the engineers valve, .anysuitable pressure may be retained in the brake-cylinders until it is desired to release the brakes. Inconuection'fwit-h the non-automatic feature each brake-cylinder may be charged with air-pressure corresponding to the weight on the car-wheels,' as and for the I the 'othe'r-han i; without-the provision of the I charge the brake-cylinder'with. air-pressure;

- rtra'i'n-pipe -angdadapted to govern the supply train-pipe, substantiallyas"described.

, ports, anda piston; for; actuating the triple Ivvhereby the brakes are released quickly and I the tripletvalve will have no tendency to prethe train-pipe .the. triple valves must be in I a by Letters Patent, is v I sage leading directly to 'the'za't'mosphere, and

- increasing thetrain pipe pressure, substanthe atmosphere, to charge the brake-cylinder thebrake'cylihdr"with air fromv the main reservoir by' increasing the train-pipe pres- ;sure, s'ubstantiallyas described. ,I 1.4. In .the' triple valve of a fluid-pressure brake'apparatuathe combination of a ,valvecha'rnber having ports through-whichair purpose herein before stated; By the air-pres: sure acting-upon the auxiliary piston F the brakes are, released 'vvith-a lower pressure in thetraimpipe thanin the auxiliary reservoirs,

positively, irrespective"of the length of.-the'- train, since 'thje higher; air-pressure will-flow to the-lower. pressure, andanysnia'll'leak in{ the main reservoir,

ia'ry reservoir a'nd from vent its action, as the pressure. on the piston Ffvvill operate it ,while the pressure-on the, opposite sides of; the piston G- is equal. 011,

v phereto exhaust the air frornthe brake-cyh i'nder,' aslide-valve and an' auxiliary. valve eontrolling'said ports, andja piston movable I byyariation in the train p'ipe pressureto actu'ate the triple valve. to charge the brake-- piston Fofi' my iinproved system when the cylinder with air from the auxiliary'reservoir by reducing the train-pipepressure and to brakes are released by superior pressure in perfect condition; othervvisetheir leakage, in I a long train will reduce the pressure in the; main reservoir byincreasing the trai'n pipe train-pipe-and' ain reservoir-and increase pressure, substantially as described, I I the "pressure inthe auxiliary reservoirs, and .5.. -I n the triple valve ofjafluid pressu're thereby tend to equalize the pressure yon-op posite si'desiof the valve-controlling pistons gitllglthe sheet of preventing release of-the; passes to the brake-cylindeif-froni the'a uxih ra s.m v 'W at -I clainifa's new, and-desire to secure chamber having ports. through which at;

iary-reservoir and f rom' the ni ainreservoir, and from the brake-cylinder toijth'e 'atmos- I I 7 phere to-exhaust the airfrorn, the-brakecyl- 1. In a fluid-pressure brake apparatus, the combination with' appliances adapted to fromthe auxiliary reservoir and to charge the I ports to 'chargethe brake cylinderwii brake cylinder-"with air --pressu r e "from the main reservoir independently of thejauxil' iaryreservoin and-to 'eXh'aust the air from the brake-cylinder through an-indepeudent-pas cylinder with airfro'in the mainreser'voi'r by tially-as described.*-,

asin'gle line-of apipelconnectiomof a'mainlQ-SQBVOII', a train-pipe, and a valve 'device I interposed between'the inaimreservoir'and K joharnberj-havingjports through which air 'iary'. reservoir andfron the main reser-voir,

of air-pressurefrom the main reservoir-to the.

mosphere to exhaust the air from the brake ervoir and frorn'the main reservoir passes to v and theva-lve Z in a passage 1 and actuated the'brake cylinder, andfrom the-bra ke -cylinder tothe atm'osphere to exhaust the air ijfronn substantially as described, I I

the brake-cylinder, valves controllingisaid In thejtriple valveof a fluid-pressure brake apparatus, the combination ot a port through which 'the air from the auxiliary resvalve to charge the brake-cylinder with air from the'auxiliar'y reservoir by reducing-the 1 train-pipe pressure and tocharge the brake-:. cylinder with airfrom the main reservoir by leading to-the atmosphere to'exhaust the air front-the brake-cylinder, a valve controlling I the said valve in one direction by auxiliary-reservoir pressure' andan auxiliary piston actuated in one direction 'byvalve-controlled airpressure cooperating with the train-pipe pressure to force the main piston 'in'the opposite direction to control the said ports leading to and from the brake-cylinder, substantially as described.

8. In the triple valve of a fluid-pressure brake apparatus, the combination of a valveohamber having a port through which the air from the auxiliary reservoir passes to the brake-cylinder, a port leading to the atmostia'llyla's described. I I

In the triple valve of a. fluid-pressure brakeapparatus,thecombination of a piston actuated'in one direction by auxiliary-reservoir press'ure'and in the opposite direction by .'train-;pipe' pressure, and valves'controlling the passages of air from the auxiliary reservoir'an'd from the main reservoir to the brakecylinder and from the brake-cylinder through an independent passage leading directly to with air from the auxiliary reservoir by reducing the train-pipe pressure and to charge passes-to the'brake-cylinder from. the.auxi-l'-' 'and'froni the brake-cylinder to the atmos;

brake 'ap'pI'.aratu's,v the combination.of avaive inder, a piston-chamber having-aiport'.lead; I v ing to the Ibrake cylin'der, -"'and {a slide-valve and a piston-valve'j ointlycontrollin'g'the said" from the auxiliary reservoir'byreducing the 1 train-pipe pressure and..: to chargethe brake- 6. In the triple val-t lot; a amams brake apparatus, the combination of a valve I a, m ipa'ssesto the brake-cylinder front the auxrl- I I I and from'the brake-cylinder through an in-. 2.'*-In the triple vval'e zof' a fiuidfpres suref dependentpassage leading directly to the atjbrake apparatus; "the combination OfgPOIliS v throughwh-ich'the air from the auxiliary res? 45 ic'ylinder, avalvecontrolling the said portsby the air-pressure from thevmain reservoir, 1

erv oi-r passes torth'e' brake-cylinder, a port rsaidjports, a main piston operating to move charge the brake-cylinder with airfrom-the too increasing the-trair i-p'ipe pressure; suhstam' phere toexhanstthe air from the brake-cylinder, a" slide-valve controlling said'ports, a piston-chamber, a main piston" 'operatin g to move said slide valve in one direction by aux- 5 iliary-reservoirpressure; the head P. provided.

withthestufling-box P; the cylinderP', the passage 8 between the .brakecylinder and the said cylinder 'P'; and the piston F-on a Q stem andaotuatfig by air-pressure in the cy.1-; 1o inder P in conjnnctionjwith the main .piston togmove the saidjs'lide-aialve in the opposite direction-to control-said ports, substantially as de'scribed.; v I

9. In thetriple'valve of a fluid-pressure x' 5 brake apparatus; the combination of'a'piston controlling the re1easi1 1gvalve an auxiliary valve and an anxiliary-pistoli for actuating it,- andeach controlled independently of the other by variation 0f 13h6 train pipe air-pres so sure, and jointly controlling communication between the train-pipe and the brake-cylinder to reduce the train-pipe pressure by admitting the airint'o .thebrake-oylinder for. i

the emergency application of the brakes, snb-- 'stantially' as desoribed ,10; In the triple valve of a fluid-pressure brake apparatus, the combination with the releasing-port communicating with the trainpipe of the piston oham-ber E having a piston -v E and having direct communication with the auxiliary reservoir and the train-pipe, substantially asdescribed.

11. In-the triple val'veiof a fluid pressure brake apparatus," the combination with the 1 jre'leasing valve controlling communication withthe train-pipe, of the chamber E, the

valves E and E, the spring E the passage v 'J and, the passage J?, substantially as de- Correction InLGttrs Patent No, 732,375.

this correction therein. tha t-zth'e same ma y conforh to th erco rd of theagei' fiifihe Patent Ofiice. Q I I I I Signed and sald' this 21st day of Jul yyA. 1)., 1903.

I SEA r1. 13. MOORE) It; s hereby ceftified fiiat in L etf-es Patent No, 7"3? ,375', -"glrapt aed June so, 1503, upon the applicatin of Joseph Reichmann,\of Riven Fdresglllipois, fof an imfir ov f me nt in Fluid-Piessfirb' .Brike Apparatusfl an ermjr'faQppeir i n 'the printed s pecifi i batidn requiring c orr ctibn, a5 f( illow sz' II'I' line 65, paLge 3 Q 131156. i ferenqe Igttr an'id' numeral a ,1 hould read and tht the said Letti giPiltenh-shou ld p read Actihg Commisioner of Patgfits. v 

